Control apparatus



Filed June 28, 1946 E. E. HEWITT CONTROL APPARATUS 2 SHEETSSHEET l Reverse Contact Closed Position 1 r Full Speed Position in Full Independent H4 k AppLof Brake c P Idle Zone I 85 Running 8: New 109 trot Position ELL-b Full Speed P05. 90

INVEN TOR. EH28 E. HIS'LUZ'ZTI? ATTOBAEY Aug. 26, 1952 E. E; HEWITT 2,608,281

CONTROL APPARATUS Filed June 28, 1946 2 SHEETSSHEE'I 2 Jig .i-A

Reverse Forwmrd Idle Full S eed%' Gen.

INVENTOR.

78 Ellis Hewitt AT TOBNE Y Patented Aug. 26, 1952 CONTROL APPARATUS; Ellis E. HewittjEdgewood, Pa., assignor to Westinghouse Air Brake-Com Pennsylvania ni saii qi qL28 a 7 11 Claims.

This invention relates to control apparatus for reversible locomotivesofthe type. employing engineoperated generators for. providing electric currentto operate propulsion or traction motors fondriving the locomotive. [When a locomotive is employed in yard. or switching service for switching cars, making up trains, etc., frequent starting, accelerating, slowing down, stopping and reversing of the locomotive is required, and normally one lever or handle is provided for controlling the speed or acceleration of the locomotive, another lever for controlling thereversing of the locomotive and still a third lever for controlling the brakes on the loco-.- motive or for stopping the locomotive, the third lever usually constituting that of the independent brake valve device of the well known ET locomotive brakeequipment. f

The principal object of the invention is the provision of an improved apparatus of the above typeembodying only one lever for controlling al1 of' the operations of the three levers just mentioned; which have heretofore been considered necessary. p g

Qtherfobjects and advantages will become apparent from the following more detailed description ofthe invention. I

Int e a c an i d a in s:

Figs. 1, l-A, when the right hand edge of Fig. 1 is matched against the leftvhand edge of Fig. 1 -A, is a diagrammatic View mainly in section of a locomotive controlapparatusembodying the invention; Fig. 2 is a sectional view taken on the line 2-2 on an operator's control device shown in Fig. 1 Fig. 3 is a partial plan view of said operators control device; and Fig. 4 is a diagrammaticview of a portion of an engineers automatic brake valve device shown in Fig.1 but with the rotary valve in a different position.

Description As shown in the drawing, the reference numeral I designatesan engine, which may be of the diesel internal combustion type, and which is arranged to operate an electric generator 2 for supplying .electric'currentto operate a locomotive propulsion or traction motor 3; the supply of current to said motor being by Way of a line switch] and a motor reverser 5. r 1

The propulsion motor 3 comprises. a motor armaturefi connected between a ground I and a leadil leading to the reverseri and a field coil 9 corinected by leads lll'and; H to said reverser. The reverserj may have forward and reverse Pb ii n .3 ;i i a .b idstrs e lines legends in the drawing, Intl e'forwardposition of the reverser5 a contact 12 thereon connects the motorjlead 8 to the field lead lawhile acontact l3 connectsthe field lead H to asupply conductor [4. The line switch. 4 is adapted to connect the conductor [4 to .a conductor I5 leadf ing to the generator 2, so that with the circuit just .describedclosed and with the engine I operating, current willbesupplied from said generator to the traction motor 3 to cause: operation thereof to' prope1 the locomotive in 'a forward r c on: I

in theqr'everseposition pf the reverser 5 the motor armature lead 3 will be connected by contact It on the reverser, awire I! and another contact it to thefield leadll, whil theothr field lead it] willbe connected by a contact 19', a wire 20 and a contact 2| to the conductor l'4-, so that with the line switch 4 closed and with the engine 1 operating current will be supplied-by generator '2 tothe. motor 3 to" cause operation thereof to propel the locomotive in the reverse direction.

A fiuidoperated reversing motor22xis provided for moving-the revers'er to its forward and reverse positions. This motor comprises a-casing containing two oppositely arranged pistons 2-3 and 24 connected for movement in unison by a rod 25. A member '26 connectsthe'rodw to the ieverser-E wherebyupon movement of the pistons 23 and 24in the'directionof the leit hand to the position in which they are shown in the drawing the'reverscr 5-will assume its forward position, while upon movement in the opposite direction to a position'defined by contact between piston 23 and the right hand-end of the casing the reverser will assume its reverse position. i

At theouter face of piston 23. is a pressure chambertlyand a valve 28 controlled by a forward. ma net 29 is operative upon energization .of said magnet to supplyfluid under pressure to said chamber from a supply pipe 31}, and upon, deenergization to cut off such supply and to open chamber 21 to atmosphere. At the opposite side of pistonii i is a pressure chamber 3|, and a valve 32 .controlledjby a reversemagnet 33is operative uponenergization of said ma net to supply fluid under pressure to said chamber; irom a fluid pressure supply pipe B l while upon deenergization of said, magnet said valve is adapted to open cham ber 3 l .to atmosphere Current for energizing the forward magnet 29 isadapted. to be provided througha forward controlwire 35, while current for, energizing the reverse magnet33 isadapted to 'be'prjovidedoverla reverse cdntrolwiretfi.

With the forward magnet 29 energized and operating valve 28 to supply fluid under pressure to pressure chamber 27 at a time when the reverse magnet 33 is deenergized opening chamber 3| to atmosphere the piston 23 will be operated to move the motor reverser to its forward position in which it is shown in the drawing. On the other hand when the reverse magnet33 is energized and operating valve 32 to supply fluid under pressure to pressure chamber 3|, and the forward magnet 29 is deenergized for opening chamber 2'! to atmosphere, piston 24 will be operated to move the motor reverser 5 to its reverse position.

The line switch 4 may comprise a casing containing a piston 38 having at one side a pressure chamber 39 connected to a pipe 40, and having at the opposite side a non-pressure chamber 4|. Projecting from piston 38 through the non-pressure chamber 4| is a piston rod 42 connected at one end to said piston. Secured to the opposite end of the piston rod 42 outside of the casing is a movable electric contact 43 arranged to electrically connect two fixed contacts 44 connected, respectively, to the conductors I4 and I5 for thereby connecting the generator 2 to the reverser 5 for connection with the traction motor 3. A spring 45 contained in non-pressure chamber 4| acts on piston 38 for moving said piston to the position in which it is shown in the drawing, upon release of fluid under pressure. from pressure chamber 39, for pulling the movable contact 43 out of engagement with the fixed contacts 44. When fluid is supplied through pipe 40 to pressure chamber 39 at a pressure sufficient to overcome the opposing pressure of spring 45' on piston 38 said piston will move against said spring for moving the movable contact 43 into circuit closing relation with the fixed contacts 44.

The supply and release of fluid under pressure to and from pipe 40 is controlled by an electromagnet valve device 46 which comprises a valve 41 and a magnet 48 for controlling said valve. Upon energization of magnet48 the valve4l will be operated to supply fluid under pressure from a fluid pressure supply pipe 49 to pipe 40 and thence to pressure chamber 39 in the line switch 4 for actuating said switch to connect the generator 2 to the motor reverser 5, while upon de energization of magnet 48 the valve 4! will connect pipe 40 to atmosphere for releasing fluid under pressure from chamber 39 in the line switch to permit operation of said switch to its circuit opening position.

Energization of magnet 43 is controlled througha wire. 50 leading to the motor reverser 5. The motor reverser 5 is provided with a contact 5| for connecting wire 59 to the forward control wire 35 when said reverser is in its forward position, so that when said current is supplied to said wire 35, in a manner which will be later described, and when said reverser is in its forward position, current from wire. 35 will be. supplied through wire 50 to magnet 48 for effecting energization thereof. In the reverse position of the motor reverser 5 the magnet wire 50 is adapted to be connected by a contact 52, a wire 53 and a contact 54 to the reverse control wire 36, so that when current is supplied to wire 36, in a manner which will be later described, and when the reverser 5' is in its reverse position, current will flow to magnet 48 for energizing same; It will'therefore be seenthat the magnet 48 will be energized to effect operation of the line switch 4 to its circuit'closing position only in the forward and reverse-positions of the motor *reverser'5, and that the magnet 48 will be deenergized to effect o eration of the line switch 4 to its circuit opening position during movement between said positions.

The engine I has a rockable fuel control shaft 55 for varying the amount of fuel supplied to said engine to thereby vary the speed or power output thereof in any conventional manner; Alever 56 is connected to shaft 55 for turning it to different positions, said lever and shaft having an idle position in which they are shown in the drawings for causing operation of said engine at an idling speed and being movable out of said position in the direction of a dot-dash line 51 for increasing the speed or power output of the engine in proportion to the extent of such movement, said line designating a position for said lever for supplying a maximum amount of fuel to the engine. Thus any desired speed of engine I may be obtained in turn causing a corresponding electric output from the generator'2.

For adjusting the fuel control lever 55 speed" regulating means in the form of a fluid motor 58 is provided which comprises a casing containing a movable abutment preferably in' the form of a piston 59 having at one side a pressure chamber to connected to a speed control pipeiBI andhaving at the opposite side a non-pressure chamber 62. Projecting from piston 59 through the' nonpressure chamber 62 is a piston rod 63 connected to the fuel control lever 56. A spring 64 in non'' pressure chamber 62 acts on piston '59 in opposition to pressure of fluid in pressure chamber 60. When the chamber 60 is open to atmosphere, in a manner which will be later describedspringfl is adapted to move piston 59 to the position in which it is shown in the drawing for moving the fuel control lever 56" to its idle position. When fluid is supplied through the control'pipe. 6| to pressure chamber 60 at a pressuresufficient to overcome the opposing force of spring 64.011 piston 59, said piston is adapted to move against said spring for rocking fuel control lever 56 out of idle position to an extent depending upon the pressure of such fluid. Itwill thus be. apparent that by providing a suitable pressure of, fluid in chamber 59 the fuel control lever 56' may be caused to assume any desired position outof its idle position.

The control apparatus further comprises. a distributing valve device 65,v an engineers automatic brake valve device 51 and an engineers controller 68. The controller 68 is provided for controlling operation of the. motor reverser 5 through the medium of the reversing motor 22, operation of engine I through the medium of the speed regulating motor 58, and also. embodies features of the usual independent brake valve device of the well known ETlocomotive brake equipment for controllingoperation of the distributing valve device 66.

The distributing valve device 66 comprises an application portion 69 and an equalizing portion ill both of which portions are mounted on a reservoir portion H.

The application portion 69 comprises an application piston 12 connected through the medium of a bafiie piston 13toa stem 14 which projects into a valve chamber 15. The valve chamber 75 is connected by a passage 16 and a pipe-Hto a brake cylinder device 18 which is adapted to be operated by fluid under pressure to apply the locomotive brakes. The locomotive brakes are adapted to 'be released upon release of fluid under pressure from the brake cylinderacoaasr.

device 18'. Eassage lfigis also.,connected thro11gh a restricted, passage 19 to a. chamber .80 formed usual application cylinder pipe 83 leading to the automatic brake valve device 81 and to the controller 68. Aslide valve .84'containedin valve chamber15 and mounted between spaced shoul-. ders .85 on the piston stem .14 is provided for operationby. the piston stem v I4 to control com: munication betweenvalve chamber 15 and an atmospheric vent port 86. The application portion 69 further comprises an application valve 81 for controlling communication between. a chamber 881 and valve chamber 15. The chamber 88 is adapted to be constantly supplied with fluid under pressure from a main reservoir 89 by way of a pipe 90 and a passage 9| through the distributing valve device. A spring 92 acts on the application valve'8l for urging it. into contact with a seatin the casing for closing communicationbetween chambers 88 and 15, said valvebeing arranged in coaxial relation with thepiston stem 14 for engagement thereby upon movement of the application piston 12 in the direction of the right hand. i

Inqoperation, when fluid under pressure is supplied to the application piston chamber 8!, as will be later described,- such pressure will move the application piston 12 in the direction of the right hand for initially shifting the slide valve 84 to a position for closing communication between; valve chamber l a1id the atmospheric vent port 86 and for then opening the application valve 81. With the application valve 81 open fluid under pressure will flow from the main reservoir 89 to valve chamber 15 and thence through passage 16 and pipe. 11 to the brake cylinderdevice 18 for causing operation of said brake cylinder device to apply the locomotive brakes. As fluid under pre'ssure is supplied to passage 16 it will also flow through the restricted passage l9 into chamber 80, and the pressure thus obtained in said chamber plus that acting on the opposite side of the baiile piston l3 in valve chamber 15 opposes the control pressureprovided in chamber 8| on the opposite side of the application piston 12 and when this opposing pressure becomes increased to a sufficient degree, it will move piston 12 inthe di-, rectionoflthe leftfhand. to permit closing of the application valve 81 by spring 92.,Further flow of fluid under pressure to valve chamber 15 will then be prevented and movement of the application piston 12 will cease in what is known as a lap position inwhich the slide valve 84 is still closing communication between valve chamber 15 and the atmospheric vent port 88. The pressure of fluid thus obtained in the brake cylinder device .18 will therefore be limited in accordance with the pressure of fluid provided in the application piston chamber 8|. If the pressure of fluid in the application piston chamber 8| is .further increased the application portion 12 of the distributing valve device will again operate in the manner just described to efiect a corresponding increase in the pressure of fluid in the brake cylinder device 18. On the other hand, if the pressure of fluid in the application piston chamber 8 l is reduced the opposing pressure of fluid in chambers 80 and. 15 will actuate piston 12 toshift theslide. valve 84 to the. position shown inthe drawing. for opening om nicates. Revea va ve ;I. a1eP :-.-J.5 an

the atmospheric vent port 86.; .Eluidtungierpi'essure will then be released. from the;.bral e eylg-;

inder device 18 and the valve chamber ,15 to atmosphere .for releasing the brakes the locomotive. If the reduction in pressure ,of; fluid in the application pistonichamber. 8| less than to that of the atmosphere, then when the pressure in'valve chamberli and in piston. chamber becomes reduced to a degree slightly lower than that still acting in the application piston chamber 8!, the application pi ton '12 will be moved in the direction of, thez right hand for shifting the slide valve 84 from the fluid will be held in the brake cylinder. def

vice at a pressure equal substantially to, that inthe application piston chamber 8|. However, if the pressure in the application piston cham:

be r 8! is reduced to that of. the atmosphere the application piston 12 will remain in, the position in which it is shown in the drawing whereupon a complete release. of fluidunder pressure from the brake cylinder device .18.;will occur resulting in a complete release-of locomotive brakes. It will thus be seen that -.th-e; application portion 69 of the distributing valve device is effective to cause application ofthe locomotive brakes to any desired degree, corresponding to the pressure of fluiddprovided in the application piston chamber 8|. and the degree of application maybe either increased or decreased in such steps as-desired by proe viding the proper increase or decreasein-pres sure in the application pistonchainber3]..-.. .4

The equalizing portion 10 of the distributing valve device comprises a piston having atone side a chamber 98 open through-a passage fil to the usual brake pipe-98 which is connected to; the engineers automatic brake valve device 81.

- At the opposite side of the equalizingfpiston 9 5 is a valve chamber 99 connected through a pas: sage I00 to the usual pressure chamber liltand containing a main slide valve I02 and an auxiliary slide valve I03 mounted on said main slide valve. The piston 95 has a stem I04 projecting into valve chamber 99, and the main slide. valve I02 is mounted between two spaced collarsllqfi on said stem, while the auxiliary slide. valve 103 is mounted in a recess in said stem. for movement therewith.

The operation of the equalizing portion. of the distributing valve is well known but briefly,=the parts thereof have a release positionin which they are shown in the drawing and which they assume upon charging the brake pipe98, to its normal degree of pressure. H .The ..parts crepe equalizing portion of the distributing valve de vice also have a service position, which-they as; sume upon a service reduction of pressure in the brake pipe 98, a service lap position assumed-upon eii'ecting a service application of brakes to a degree corresponding to achosen service reduc tion in pressure in brake pipe 98, and an emer gency position which is assumed uponan emer; gency reduction in pressure in said brake pipe.

. In the release position of the parts of the equalizing portion of the distributing valve device a f groove 1 s na n fil isip fii to permit flow. of. fluid under pressure from brake access-1 is and thence throu'ghpassage mo to pressure USU a1 distributing valve release pipe I09, Which pipe is normally opento atmosphere, as will be later described, for releasing fluid under pressure from the ap ucationpiston chamber 8! effedt' operation of" the application portion 69 of the dis'-* tribi'i'ting valve device to release fluid underpressure from the brake cylinder device 18 for effecting a: release of'the locomotive brakes.

In service position otthe equalizing portion inf of the" distributing valve device" a service port I l-(i will be uncoveredby the auxiliary slide valve H13 and will be also connected to passage 82- to permit flow of fluid under pressure from pressure chamber [-01 through valve chamber 99' to pas-' sage 82 and thence to the application piston chamber 8| for effecting operation of the applica-' tion portion 69 of the distributing valve device tos'upply fluid under pressure to the'brake cylin-' der' device 18' for applying the locomotive brakes. When the pressure of fluid in pressure chamber I 01 and'in valve chamber 99 is thus reduced to a degree slightly lower than the opposing reduced.

brake pipepressure in chamber 96 the equalizing piston 95 will movethe auxiliary slide valve" I03 relative-to the main slide Valve I62 to the service lap position" for closing communicationbe-- tween the service port H and valve chamber 99. The supply' of fluid under pressure to the application piston chamber 8 will therefore be limited to a degree corresponding to the service reductionin pressurein the-brake pipe 98; for in turnlimiting the pressure of fluid obtained in the barke cylinder device- 18 to a correspondihg degree; whereby the degree of application of'l'oc'omotive brakes will be limited in accordance with the service reduction of pressure in brake pipe 98 In emergency" position passage 82 willbe open past the lefthand" end of the main slide valve I02" to" valve chamber 99 to permit equalizationofpressure" of fiuidin pres'sure'chamber l0! into the application piston chamber 8 to thereby effect operation of the'ap'plication portion 69' of th'edistributing' valve device to provide a max-i pressure of fluid in the brake cylinder de'-- vice 1'8 and thereby a maximum or emergency degree of brake application on the locomotive.

The engineer's automatic brake valve device 61 comprises a casing containing a rotary valve H 3 which is operable by a lever of handle H5 to the usual running position for charging" the brake pipe 98' with fluid under pressure,- to the usual service'position for reducing the pressure cffluid in the brake pipe at a service'ra'te, sew ice'lap position for limiting the degree" of service reduction in pressure in the brake" pipe 98; and emergency position for'eifecting an emergency reduction in pressure 'insaid brake pipe and for supplying at a restricted ratefl'uid under pressure to the application cylinder pipe 83 to" maintain the pressure of fluid in the application piston chamber 81. These operations of" the engineer's automatic brake valve device are well-known-and arenot pertinent to a clear understanding ofthe invention in view of which a further" description thereof will" be dispensed with.

Also connected to the engineer's automatic brake valve devices 1 isa -plpe l H- which is adapt eatkr tie connectew to the distributing valve i e masspipe? I09 through the controller a; a mannerwhich will be later described The pipe l l l" is adapted to be connected through a. cavity '2' the rotary valve I Hot the engineers an tomatic brake valve device 61, when in its. run ningpositiom to an atmospheric vent port H4, while all other positions" of said rotar y valve commune-anon between pipe Ill and vent ort: I M is adapted to be closed.

It is to be un'dersto'odthat the" engineers" auto-=- matic brake valve" device 61 isprovided for con: trolling tlrro'u'gh the" mediumof the brake pipe 98' not only operationof the distributing" valve d'e'-' Vibe 36 (if!- the" 1o comonve, for'bhtlollihg' the locomotive brakes; but ais'o operauon of triple vanes or the like oil-carsof a train for controlling the automatic application and release of brakes on said cars to which the locomotive maybe con ne'cted'. The independent brake valve device ofthe well known ET locomotive brake? equipment is usually provided for-'- controu n the bra es On the locomotive independently of those on the cars; of a train, as well known, but according to the invention theusual independent brake valve de" Vice is dispensed with and the functions thereof are embodied inthe'controlle'r 68,- which win-now be described.

v Thecontroll'er 68 comprises a casing in Whichis journaled a rockable control shaft I2 0 which is hollow for at least} aportion ofits length, and slidabl y' mounted inthi's hollow portion of said shaft and extending through one end thereof aplunger tar-" rranged to he moved longitudin'a-ll'y' in andrelative to 'said' shaft. Encir'cling' and secured by a-set screw 1 2 -2 toofne" end of rock shaft I!!! is a cam element |23- having atone side of the shaft two upstanding parallel arrangedarms- I21" between which is-disposed a portion of an opera-- torscontrol lever I2 5. A bolt 12'6" extending through the arms [2 4* and lever l25= securethe lever to the cam element [23 whereby said lever isoperable' torockthe'shaft I-20upon movement in" a direction: circumfere'ntially' of said shaft: Thelever' [-25 is also'rockabl'e'on the pin lit-in a direction longitudinally of and relative to the shaft no; Below the boltl26 the' 1ever' l-2-5 extends through a slot I-ZT in the rock shaft [20 and into a" recess 12am plunger I'2l, said plunger carrying a pin {29 extending through a slot' in the end of said lever whereby saidplunger is movable longitudinally and renovate the'rock shaft 2I1 upon movement of the operatorscon' trol lever" I25 lengthwise of said shaft.

Secured to the casihg of the controller 68 is a cover 130 having a cross slot through which the lever I25 extends; said lever havinga running and neutral positionat the cross of said slot. Theslot comprises two oppositely arranged portions l3] and- 32 arranged to pe'rmit'movement'of lever I25 ill either misdirection or in theopp'osit e floni the r-un'ning and neutral position forTo'ckin'g the rockshaft' i 20; and oppositely arranged portions I33 and I34 arrangedat' right} angles to the per-- tions I31 and I32 for permittingmovement of said' lever'fromneutral position in the direction of the length ofsa'id'rock shaft. A short distance fromfneutra'l position i'ntoporti'o'n 1 3! of theslot the iever has a forward Contact closed posi tion- (Fig. 3) and between this position and the outer end of the portion [3] said" lever has a speedcontrolzone-a run speed position being at the outermost portion of the portion l3 l' ofthe slot; Atftheop'posite side orineutiai' positionin the portion- I 32 of the" slot the-lever I? has ah oppositely arrangeureverse fifil'itafdt closed p'b 'si' 9. tion, and a speed control zone therebetween and a full speed position at the extreme outermost portion of the portion I32 of the slot. Between the forward contact closed position and the reverse contact'closed position there is an engine idling zone. The portion I33'of the slot constitutes a brake application control zone, the extreme end portion thereof providing for movement of lever I25 to effect a full independent application of brakes. The slot portion I34 at the opposite side of neutral position of lever I25 pro vides for movement of said lever to a brake r lease position. These different positionsof the operators control lever I25 are designated in Fig. 3 of the drawing by lines and suitable legends.

Below the rock shaft I29 the cam element I22 has two identical but oppositelyarranged cam surfaces I35 and I36 which are connected together by a surface I21 formed concentric with the rock shaft I and having an accurate length equal" to that of the movement of lev'e'r I betweenth'e forward and reverse contact closed pos i s I V reference numeral I38 indicates an engine speed or power control means in the form of a self-lapping fluid pressure supply and release valve device which may be identical to that fully disclosed in Patent No. 2,381,222 issued on August 7. 19%5, to Harry C. May, and which, briefly, comprises aplunger I39 and valve means (not shown) controlled by said plunger "for varying the pressureof fluid in a passage I40 in proportion to the extent of movement or said plunger into said device from a normal position, in which it is shown in Figs. 1 and 2 of the drawing. In the normal position ofplunger I32 the self-lapping valve device I38 is adapted to open'ipassage I40 tolatmosphere. The plunger I39 is'connected through'a rockable follower I4I to the surface I 3'I'of the camelement l22 when the control lever I25is between the forward and reverse contact closed positions, said surface being so arranged asto permit movement of said plunger to its normalposition for opening the passage I49 to atmosphere. Upon movement of lever I25 past either the forward or the reverse contact closed position in the direction of the respective full speed position, the cam surface I or I36 is adapted to move the plunger I39 into theselflapping valve device I38 for effecting operation ofsaid -deviceto supplyffluid to passage I40 at a pressure proportional to" the? extent of such iiofvementof said lever;- 1 f Passage I is connected to pipe 6! leading to the fluid motor 58 which is arranged to control the Speeder power 'outputof engine I, and it will therefore be seen that with the lever I25 between the forw'ard and reverse contact closed positions theengine I will operate at idling speed, while upon movement of said lever beyond either of these positionsis the direction of the respective full speedposition, the engine I will be caused to" operate at a proportionally greater speed for causing operation of the generator 2 to provide a cdrresponding output.

Also secured to turn withthe rockshaft I25 is a 'contactor in the form of a drum I43 having a'forward' contact I44, a reverse contact I45, and

a'contact "I46 adapted to be constantly connected through a fixed contact IM to a source of electrical energy, such as a storage battery I48; Two

'fixedcontacts I49 "and I connected to the forward'and reversecontroliwires 35 and 36, respectively; are provided, ion-engagement by; the forwarda d rreverse co tac s: I 4 and. I 5, W th the operators control lever between the forward and reverse contact closed positions the fixed contacts I49 and I50 are adapted to be disengaged from the drum contacts I44 and I45, respectively. In the forward contact closed position of lever I25 the fixed contact I49 is adapted to engage the forward contact I44 and this engagement is adapted to be maintained between said position and the full speed position at the end of portion I3I of the cross slot. In the reverse contact closed position of lever I25 fixed contact I50 is adapted to be engaged by the drum contact I45 and this engagement is adapted to be maintained between said position and the full speed position at the end of portion I 32 of the slot.

It will now be seen that when the operators controllever I25 issin its neutral position, in which it is shown in the drawing, the engine I will operate at idling speed and the power output of generator 2 will be correspondinglyreduced, and both theforward and reverse con-i trol wires 35 and 36 will be deenergized, due 'to which; magnet 48min be deenergized opening chamber 39 in the line switch 4 to atmospheres-as a result of which, the movable contact 43 will be out' of engagement with the fixed contacts 44 thereby interrupting the circuit between genera tor 2 and the traction motor 3. Also magnets29 and 33 :will be deenergized, and the respective pressure chambers 21 and 3| will be open to atmos-- phere whereupon the motor reverser 5 will remain in the position it last occupied.

Now assume that the operators control'lever I25 is moved into the portion I3I of the cross slot. When said lever obtains the forward oontact closed position the fixed contact I49 will be engaged by the drum contact I44 for supplying electric current to the forward magnet 29fwher'eupon energization of said magnet will operate the valve 28 to supply fluid under pressure to chamber 21 in the reversin motor 22. With the parts of the reversing motor 22 and thereby 0f the motor reverser 5 already in their forward position, in which they are shown in the drawing, contact 5| of the motor reverser will connect wire 35 wire 50 so that magnet 48 will be energized foractuating valve 41 to supply fluid under pres sure to theline switch 4 for actuating said switch to connect thegenerator 2 to the motor reverser 5 and'through said reverser to the traction motor 3, whereupon current generated by;'generator 2' I will become effective in the traction motor 3 to cause the locomotive to move in a forward direction. By suitable adjustment of the operators control lever I25 between the forward contact closed position and the full speed position in the portion I3I of the slot the engine I may then be caused to operate at any desired speed for causin'ga corresponding output of generator '2 and thereby operation of-motor 3 to-prope] the loco motive forward at any desired speed.

If the operator now moves the control lever I25 out of the portion I3I of the slotinto the portion I32, movement through the forward contact closed position will interrupt the circuit between battery I48 and the forward control wireg 35 whereupon magnet 48 will become deenergized to effect operation of the line switch 4 to open the circuit between generator 2 and the traction motor 3, and magnet device 29 will become de energized to permit operation of valve 28 to open pressure chamber 21 in thereverser motor 22 to atmosphere. Movement of the lever into the reverse contact closed position will then bring the drum contact I45 into engagement with fixed (ton-9 tact I50 whereupon current from battery I48 will be supplied to the reverse control wire 36 and thence to magnet 33 and to the motor reverser 5. With the motor reverser still in forward position the supply of current to magnet 48 will be maintained off until said reverser is moved to its reverse position, as a result of which, the line switch 4 will remain in its open position. Energization of magnet 33 will however, effect operation of valve 32 to supply fluid under pressure to pressure chamber 3i for thereby actuating piston 24 to move the reverser 5 to its reverse position', and when said position is obtained the reverse control wire 36 will be connected through contact 54, wire 53 and contact 52 to wire 50, and magnet 48 will be energized to supply fluid under pressure to the line switch 4 for effecting operation thereof to close the circuit between generator 2 and the motor reverser 5, which in the reverse position will connect the generator 2 to the traction motor 3. Movement of the operators control lever beyond the reverse contact closed posi-' tion into the portion I32 of the cross slot will then cause acceleration of engine I and generator 2 fo'r'causing operation of the traction motor 3 to propel the locomotive at a speed proportional to the extent of such movement.

If the lever I25 is moved from the portion I32 ofthe slot into the portion I3I, the line switch 4 will be operated to open the circuit of the traction motor 3 when the lever passes through the reverse contact closed position, and the speed control motor 58 will be operated to permit movement of the fuel control lever 56 to idle position to permit reduction in the speed of engine I and in the output of generator 2. As the lever is then moved through the forward contact closed position the reverser motor 22 will operate to reverse the motor reverser 5 and at the termination of such reversal the line switch 4 will act to close the circuit between the generator 2 and traction motor 3. Movement of the control lever beyond the forward contact closed position into the portion I3I of the slot will then cause operation of the engine I and generator 2 to supply current to motor 3 for causing movement of the locomotive in the forward direction at a speed corresponding to the position of the operators control lever I25.

If the'operators control lever I25 is moved from either the portion I3I or from the portion I32 of the slot to its neutral position, the speed of the engine I will be reduced to idling and the line switch 4 will operate to open the circuit between the generator 2 and the traction motor 3.

The operators controller 68 besides controlling reversing of the locomotive and the power for operating it in either a forward or reverse direction as above described, is also operative from its neutral position, that is, when the propulsion power is cutoff, to cause operation of the distributing valve device 66 to brake the locomotive to slow it down or bring it to a stop, as will now be described.

I'I'he controller 68 further comprises a self-lapping brake control valve'device I5I arranged to supply fluid under pressure to and to release fluid under pressure from a passage I52. The selflapping valve device I5I may be identical to the self-lapping valve device I33 and comprises a plunger I53 engaged by one side of a follower I54 the opposite side of which is engaged by a cam I55 which is fu'lcrumed on a pin I56 carried in an arm I51 projecting from the casing. The cam "I55 is provided with an arm I56 which engages one end of plunger I2I and is so designed that with the operators control lever in its running and neutral position the self-lapping brake control valve device I5I will open passage I52 to atmosphere. Upon movement of lever I25 out of neutral position into the slot portion I33 the valve device I5I will be operated to provide in passage I52 fluid at a pressure proportional to the extent of movement away from neutral position.

Passage I52 leads to a chamber I59 containing a fluted stem I60 projecting from a check valve I6I which is contained in a chamber I62. Chamber I62 is open to a passage I63 which is connected to the distributing valve release pipe I09 and contains a spring I64 acting onvalve I6I for urging it to a closed position. Projecting to the exterior of the casing from the fluted stem I60 is a cylindrical stem I65 the end of which is engaged by one end of a lever I66; The lever I66 is fulcrumed intermediate its ends on a pin I6'I carried in an arm I68 projecting from the casing, while the opposite end or Said lever is disposed in a recess I69 in the plunger [ill for movement therewith. Initial movement of the operators control lever I25 from its neutral position into the portion I33 of the slot is adapted to actuate lever I66 to unseat the valve I6I for thereby opening communication between passages I52 and I63.

In yard service the braking or stopping of a locomotive and any cars which may be attached thereto is usually effected by braking of the locomotive only. The engineers automatic brake valve device 61 will therefore normally be in its running position, the brake pipe 98 will be fully charged and the equalizing portion 70 of the distributing valve device 66 will be in its release position establishing communication between passage 62 from the application piston chamber BI and passage I08 open to the distributing valve release pipe I09. To apply the brakes on the locomotive for stopping .or' decelerating the locomotive and any cars which may be coupled thereto the operator will therefore usually move lever I25 out of neutral position into the'portion l33 of the slot, this movement actuating lever I66 to open the check valve I6I, and also effecting operation of the self-lapping brake control valve device I5I to supply fluid under pressure to pas sage I 52. Fluid supplied to passage I52 will then flow past the'check valve I6I topassage I63 and thence through the distributing valve release pipe I09 to the equalizing portion 10 of the distributing valve device and thence through cavityIIJI in the main slide valve I02 to passage 82 leading to the application piston chamber 8I. The application portion 69 of the distributing valve device will thereby be operated to supply fluid under pressure to the brake cylinder device I8 for applying the locomotive brakes to a degree corresponding to the pressure of fluid provided in the application piston chamber 8| which in turn will vary according to the distance the operator control lever I25 is away from neutral position in the slot portion I33. If less than a full application of brakes is effected, the degree of application may be increased by moving lever I25 further away from .neutral position into the slot portion I33, while if it is desired to reduce the degree of brake application, said lever may be moved toward the neutral position, the self-lapping valve device I5I operating to either increase or decrease the pressure in passage I52 and thereby the degree of brake application in accordance with the position of said lever in the slot portion I 33. A maximum degree of brake application will be obtained in the full independent application position of lever I25, while a completerele'ase willbe obtained in the neutralposition of said lever.

The operatorscontroller 68 further comprises a check, valve I10 contained in a chamber I'll which is open through a passage I12 to pipe I II leading to the operators automatic brake valve device 61.- The valve I10 has aliluted stemextending into a chamber-I13whichis open to passage I03, and extending from said fluted-stem is a cylindrical stem I14 projecting to the exterior of the casing for engagement by a lever ITS-intermediate its-ends. One end of lever I16 is fulcrumed on apin III carried in the arn 'I Bil,

while the other end extends into a recess ll; in plunger I2I for movement therewith. when the control lever I25 is in neutral p'osition or in either of the slot portions I3I or I32 the lever I13 is adapted to be operated to hold valve 'I'III open 'ior establi'shing communication between the distr'ibuting valve release pipe lfls andpipe jIII 9 leading 'to the operator"sautomatic brake valve device 61. When the' ope'rators "control lever I25 is moved out of the neutral pbsition into the slot portion I33 for' applying the brakes onthe locomotive the lever IIBis operated to permit closing of valve I I by aspring I-' I9. The valve -I'I0"is also opened upon movement of the operators control lever I25 to its brake release position in the portion-I34 of the slot; butthis is imm'aterialw d I 'The valve'; I is closed when the operators control'lev'er I is moved into the slot portion 133 for closing communication between the distributing valve release pipe I 09*and-' pipe III, Whichlatter pipe is open to atmosphere through theengineer sautomatic brake valve device Bl wherrin its running position, in order that fluid pressure supplied by the self-lapping brake controllvalvedevice I5I to passage I63 and thence to the distributing valve release pipe I09 for actuating the application portion 69 of thedistributing valve deviceto'applythe locomotive brakes, cannot bevented to atmosphere through pipe I I I and the vent port I14 in the automatic brake valve device 61. When the brakes: on the locomotive are controlled by operation of the automatic brake valvedevice 61in the-usual manner, the operators control lever I25 will be in its neutral position or possibly under certain condi- 4 tions in'either of the slot portions I3I or I32, under which condition thevalve I10 will be opened. Thus if the brakes of the locomotive have been applied by the engineers automatic brake valve device lifl and said device has been returned toits running position a release of fluid under pressure from the application piston chamber'BI for releasing the locomotivebrakes can occur by way of the distributing valve release pipe I09, past the open valveI'IU and thence through pipe I I I and the vent port I M in said brake valve device. I

j When the brakes on the locomotive and cars of a trainhave'bee'n applied by operation of the automatic brake'valve device 61 the operator may cation piston chamber 8| in the distributing valve device 10. nievawe I80 has a fluted stemI83 extending to the exterior of the casing where the end of said stem is engaged by'a lever I83. One end, of lever I84 is fulcrumed on a pin I85 carried in an arm I86 projecting from the easing, while the opposite end of said lever is dis-' posed in a recess I81 in plunger IZI for movement therewith. A spring I88in chamber I82 acts on valve I for urging it to its closed position.

Q "The valve I80is adapted to be seated at" all times under the pressure of spring I8B'except when the lever is moved into the slot portion I34 whereupon the lever I84 will be operated to open valve I80 for releasing fluid under pressure from the application piston chamber 8I to atmosphere toefiect operation of the application portion 69 oi the distributing valve device for'efiecting a release of'the locomotive brakes. It'will thus be apparentthat the brakes on the locomotive can be released by movement of the operators control lever I2 5into the slot portion I34 at any time, that is, even an application of brakes' ef fected' by operation of the automatic brake valve device 61 and distributing valve device'filin Assuming that the equalizing portion 'III of the distributing valve device has been operated to effect an application of locomotive brakes and that the parts of said devicehave been returned to their service lap position thereby closing communication-between passage 82 and the distributing valve release pipe I09, and an applica tion of brakes had been released by opening of valve I80 in the controller BIL-as just described, the locomotive brakes may be reapplied, 'ifdesired, by moving the operators 'control lever I I25 into the portion I33 oi the slot for thereby opene ing valve I5! and for actuating the self-lapping brake control valve device I5I to supply fluid under pressure to passage I52. The fluid pressure thus supplied to passage I52will-fiow past valve I6I to passage I63 and thencepast-the check valve I8l to passage I83 and thencedi rectly to the application piston chamber 8 I by way of the application pipe 83 and passage 82 for operating the application portion of the distributing valvedevice F to apply the locomotive brakes. 1" I A spring I89 acts on the check valve IIII for normally urging it to a closed position. xThe check valve IBI normally closes communication between passages I83 and I63 so that whenwthe equalizing portion 10 of the distributing valve device 66 is in either service position or emer# gency position supplying fluid under pressurei to effect an application of brakes, the pressure of fluid thuseifective in passage I83 willbeprevented from flowing to passage I63, so that in case the lever I25 is unintentionally moved into the slot portion I33 and opens valve I6I, fiuidin the application cylinder pipe 83 and thereby in passage I83cannot flow to the self-lapping brake control valve device I5! which would operate to reduce such pressure to a olegree'corresponding to the position of said lever in the slotportion I33 and thereby eifect a corresponding reduction in pressure of fluid in the application piston chamber 8! with a corresponding reduction in the'degree of brake application on the locomotive. i I .1

7 Summary From jthe above description it will now be seen g thatthe reversing, speed and braking of theglo emei reis on r e b the le l v r I25; and that the several diiferentfunctionspf said lever are so correlated as to prevent the locomotive brakes being applied by operation of said lever except when the power is cut-oil to the traction motor 3 and the speed control lever 56 is adjusted to its engine idling position, and said motor cannot be connected to the generator and the engine I cannot be accelerated to cause movement of the locomotive except with the brakes released.

The brake control apparatus controlled by lever 'l 25 provides for applying and releasing the locomotive brakes at the will of the operator. If desired the operator by operating lever I25 may even release a so-called automatic application of brakes effected by operation of the automatic brake valve device 6] and then subsequently reapply the locomotive brakes if conditions require such. Moreover in the zone of movement ineluding neutral position and the slot portions 132 and I3], the controller 68 provides for the I usual automatic control of locomotive brakes by operation-of the automatic brake valve device 61.

Having now described the invention What I claim as new and desire to secure by Letters Patent is:

.1. A control apparatus for a locomotive comprising power regulating means for said locomotive, braking means operable by fluid under pressure to effect braking of said locomotive, brake control means for controlling supply and release of fluid under pressure to and from said braking means, an operators control lever having va neutral position and movable thereupon in either one direction or in another direction, means for preventing movement of said lever in either one of said directions except from said neutral position, means operable upon movement .of said lever from said neutral position in said one direction to effect operation of said power regulating means to accelerate said locomotive, means operable upon movement of said lever to said neutral position to effect operation of said power regulating means to cut oil the power to propel said locomotive, means operable upon movement of said lever from neutral position in :said other direction to supply fluid under pressure to said braking means, and means operable upon movement of said lever to said neutral position 'ltO release fluid under pressure from said braking means.

2. A brake and speed control apparatus comprising fluid pressure regulated braking means,

fluid pressure regulated speed control means, a self-lapping fluid pressure brake control device "forregulating the pressure in said braking means, another self-lapping fluid pressure speed control device for regulating pressure of fluid in said speed control means, a rock shaft, means operableby rocking of said shaft to control said speed control device, a plunger, means operable by 1on- .-gitudinal movement of said plunger to control said brake control device, and an operators control lever operatively connected to said shaft and plunger for selectively actuating same.

'3. A brake and speed control apparatus comprisin fluid pressure regulated braking means, gfiuid pressure regulated speed control means, a self-lapping fluid pressure brake control device for regulating the pressure in said braking means, another self-lapping fluid pressure speed control device for regulating pressure of fluid in said speed control means, a rock shaft, means operable by rocking of said shaft from a normal position to control said speed control device, a plunger, means operable by longitudinal move- 516 ment of said plunger' from a normal position to control said brake control device, anoperatoris control lever, and means connectin said lever to said shaft and Plunger providing for selective operationof said shaft andplunger.

4. A brake and speed control apparatus comprising fluid pressure regulated braking means, fluid pressure regulated speed control means, a self-lapping fluid pressure brake control .device for regulating the pressure in said braking means, another self-dappi-ng fluid pressure speed control device for regulating pressure of fluid in said speed control means, a rock shaft, means o erable byrockin of said shaft from .a normal position to control said speed control device, a plung er, means operable-by longitudinal movement of said Plunger from a normal position to control said brake control device, an operators control lever for selectively operating said shaft and plunger and means for preventing longitudinal movement of said plunger except with said shaft in said normal position and for preventing rocking of said shaft except withsaid plunger in said normal position.

5. An apparatus for controlling the propulsion, the reversing and braking of a locomotive com-- prising an operators control lever having a neu tral position and movable in either-one direction or in the opposite direction or in a third direction from said neutral position, reversing means for said locomotive operable upon movement of said lever from said neutral position in said one direction to co dition said locomotive for operation in a forward direction and operable upon movement of said lever in saidopposite direction from neutral position to condition said locomotive for operation in a rearward direction, power control means operable upon movement of said lever in either said one or opposite direc-. tions from said neutral position to provide pro movement of said lever in said third direction from neutral position to brake said locomotive and operable insaid neutral position to free said locomotive for movement, and means for preventing movement of said lever in said third direction except from said neutral position.

,6. A control apparatus for a reversible, electric motor propelled locomotive having an engine driven generator for supplying electric current to operate said motor comprising in com. bination, an operators control lever having a neutral position and being movable therefromin either one directionor in the opposite direction or in a third direction, reversingmeans forsaid motor operable upon movement of said leverin said one direction to condition Said motor for operation in one direction and operable upon movement of said lever in said opposite direction to condition said motor for operation in the opposite direction, switch means for making the breaking and current supply ,circuitbetween said generator and motoryand operable upon movement of said lever in both :said one and opposite directions from neutral position to close said circuit and operable in said neutral position to open said circuit, speed regulating means for said englne havingan idle position and movable .out of said idle position upon movement of said lever in either said one .or opposite directions from neutral position and movable to said idle position upon movement of said lever to said neutral position, brake means for said locomotive. brake control means controlled by said lever for controlling said brake means and operable to effect operation of said brake means to brake said locomotive upon movement of said leverfrom said neutral position in said third direction and operable to effect operation of said brake means to free said locomotive for movement upon movement of said lever to said neutral position, and means for preventing movement of said lever in said third direction except from said neutral position.

7. A control apparatus for a reversible, electric motor propelled locomotive having an engine driven generatorfor supplying electric current to operate said motor comprising in combination, an operators control lever having a neutral position, a contact closed position at either side of positions to supply electric current to said forward wire and operable upon movement of said lever to its other contact closed position to supply electric current to said reverse wire and operable upon movement from either contact closed position in the direction of the other to cut off the supply of electric current to the respective wire, circuit control means controlling the circuit between said generator and motor and operable to open said circuit upon movement of saidlever from either contact closed position in the direction of the other contact closed position and cooperative with said reversing means to close said circuit upon movement of said reversing means to the position corresponding to the contact closed position of said lever, power regulating means for said engine having an idle position and movable out of said idle position to accelerate said engine, and power control means controlled by said lever for controlling said power regulating means and operable in the neutral position of said lever to effect operation of said regulating means to said idle position and operable upon movement of said lever into either oneof said zones to effect operation of said regulating means out of said idle position.

'8. An apparatus for controlling the power, reversing and braking of a reversible locomotive comprising in combination, a rock shaft, a parallel arranged longitudinally movable plunger, a lever connected to said shaft and plunger and operable to turn said shaft in either direction from a neutral position to a second position and into a zone beyond the said second position and also operable to move said plunger longitudinally, reversing means for said locomotive controlled by said shaft and operable upon rocking thereof to said second position at one side of said neutral position to condition said locomotive for propulsion in one direction and operable upon rocking of said shaft to said second position at the opposite side of said neutral position to condition said locomotive for propulsion in the opposite direction, power control means for said locomotive controlled by said lever and operable in neutral position thereof to cut ofi the supply of pro- 18.. pelling power to said locomotive and operable upon movement into said zone at either side of said neutral position to provide power for propelling said locomotive, brake means operable by fluid under pressure to brake said locomotive and operable upon release of-fiuid under pressure to free said locomotive for movement, and valve means operable by longitudinal movement of said plunger to control supply and release of fluid under pressure to and from said brake means.

. 9. An apparatus for controlling the power, reversing andbraking of a, reversible locomotive comprising in combination, a rock shaft, a parallel arranged longitudinally movable plunger, a lever connected to said shaft and plunger and operable to turn said shaft in either direction from a neutral position to a second position and into a zone beyond the said second position and also operable to move said plunger longitudinally, reversing means for said locomotivecontrolled by said shaft and operable upon rocking thereof to said second position at one side of said neutral position to condition said locomotive for propulsion in one direction and operable upon rocking of said shaft to said second position at the opposite side of said neutral position to condition said locomotive for propulsion in the opposite directiompower controlmeans for said locomotive controlled by said lever and operable in neutral position thereof to cut off the supply of propelling power to said locomotive and operable upon movement into said zone at either side of said neutral position 10. An apparatus for controlling the power,

reversing and braking of a reversible locomotive comprising in combination, reversing means for said locomotive, power control mechanism for said locomotive, an operators control lever having a neutral position, a first control means operable upon movement of said lever from said neutral position in one direction to effect operation of said reversing means to condition said locomotive for operation in one direction and operable upon movement of said lever from neutral position in the opposite direction to condition said locomotive for operation in the reverse direction, a second control means operable upon movement of said lever in either said one or opposite directions to effect operation of said power control mechanism to provide propelling power to said locomotive and operable in said neutral position to cut off said propelling power, means providing for movement of said lever from said neutral position relative to said first and second control means, an application pipe, a distributing valve release pipe, a brake pipe, a distributing valve device comprising an application portion having a chamber open to said application pipe and operable upon supply of fluid under pressure to said chamber to effect an application of locomotive brakes and operable upon release of fluid under pressure from said chamber to effect a release of locomotive brakes, an equalizing portion normally first and second valve means by movement of said lever relative to said first and second control means, and a one-way flow communication connecting said pipes providing for flow of fluid under pressure only in the direction from said distributing valve release pipe'to said application pipe.

11. An apparatus for controlling the power, reversing and braking of a reversible locomotive comprising in combination, reversing means Q for said locomotive, power control mechanism for said locomotive, an operators control lever having-a neutral position, a first control means operable upon movement of said lever from said neutral position in one direction to efiect operation of said reversing means to condition said locomotive for operation in onedirection and operable upon movement of said lever from neutral position in the opposite direction to condition said locomotive for operation in the reverse direction, a second control means operable upon movement of said lever in either said oneor opposite direction to effect operation of said power control mechanism to provide pro-' application portion having a chamber open to said application pipe and" operable upon supply of fiuid under pressure to said chamber'to ef-- fact an application of locomotive brakes and operable upon release of fluid under pressure from said chamber to eifect a release of locomotive brakes, an equalizing portion normally connecting said chamber to'said distributingvalve release pipe and operable upon a reduction in brake pipe pressure to close said communication and to supply fiuid under pressure to said chamber, afirst valve means for supplying fluid under pressure to and for releasing fluid under pressure from said distributing valve releasepipe, a second valve means operable to open sad application pipe to atmosphere, means operable by said lever to selectively control said first and second valve means by said movement of said lever relative to said first and second control means, an engineers automatic brake valve device having a'normal position for open ing said distributing valve release pipe to atmosphere, and other valve means'controlled by said lever controlling communication between said distributing valve release pipe and automatic brake valve device and operable-in neutral position of said lever to open the communication and'operable upon operation of said lever to effect operation of s'aidfirst' valve means to supply fluid under pressure to the distributing valve release pipe, to close the last named communication. a

' ELLIS E1. HEWITT.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date Re. 20.565 Staud'e 1 Nov, 30, 1937 1,457,489 Barton 1 June 5, 1923 1,964,069 McCune 1 June 26, 1934 2,151,924 Logan '1 Mar; 28, 1939 2,151,925 Logan-"um Mar. 28, 1939 2,238,574 Thomas Apr. 15, 1941 2,243,883 Ramstad June 3,1941 2,249,955 Hewitt July 22, 1941 2,366,020 Good Dec. 26, 1944 2,386,391 Fike et al. Oct. 9,1945 2,406,264 Stevens Aug. 20, 1946 2,413,390 Stevens Decp3l, 1946 2,426,064 Stevens Aug. 19, 1947 2,433,916 May .1 Jan. 6, 1948 1949 2,480,521 Thompson Aug. 30, 

